Range Rover reliability has been the punchline at every dinner party for two decades. The cabin smells like leather and the warranty smells like a second mortgage. The air suspension drops a corner at the grocery store. The infotainment freezes on the way to the airport.
The dealership service writer knows your kids’ names.
That reputation is grounded in real events.
It also reflects the L322 and the early L405, both of which generated more federal complaints than the segment could explain.
The current generation, the L460, is a different animal in the federal complaint data. Any buyer evaluating a 2026 Range Rover deserves to see the numbers before deciding whether the joke still applies.
The Weekly Driver has been pulling the National Highway Traffic Safety Administration complaint database into a structured reliability index covering 1.5 million complaints across the US-market vehicle fleet.
The Range Rover model page is one of the most-trafficked entries in the index. The engine-level breakdowns are unavailable anywhere else on the open web.
I am one week into a seven-day press loan of a 2026 Range Rover SE SWB P400, and the first-hand observations from the loaner inform what follows. The data carries the weight; the loaner carries the texture.
Key Takeaways
- L460 (2023-2025) has 59 NHTSA complaints across three model years. The L405 generation it replaced generated 834 across ten years. Per-year complaint rate is approximately one-quarter of what the L405 produced.
- L322 (2003-2012) is where the reputation comes from. 581 complaints, 211 of them transmission-related, including a 127-complaint cluster in the launch year alone.
- The Ingenium 3.0L inline-six is the longitudinal comparison. The same engine carries from the L405 into the L460. Complaint counts year-by-year tell a clear declining-launch-year story: 12, 12, 2, then 14, 4, 5.
- L405’s signature problem was steering. The supercharged 5.0L V8 and 3.0L V6 generated 244 complaints together, with steering as the largest component category. L460 has moved the problem area to brakes.
- The L460 has had 12 recall campaigns since 2023. Four are oil-leak-related (fire risk), two are rearview camera failures, and the most recent (February 2026) is a sunroof trim that can detach. Hardware quality control is the open question.
- Engine choice matters within the L460. The early 2023 V8 (BMW N63 era) generated 20 complaints; the later S68 V8 generated 8. The P400 mild-hybrid I6 is the volume engine and the most stable choice.
- Plan for $1,000 to $1,500 per year in scheduled maintenance after warranty. Extended warranty math works on this SUV in a way it does not on a Lexus or a Toyota.
The Reputation vs the Data
The reputation is two generations old.
The L322, which ran from 2003 to 2012, generated 581 NHTSA complaints across ten model years. The launch was a disaster.
The 2003 model year alone produced 127 complaints, with the BMW-sourced 4.4-liter V8 transmission accounting for the bulk of them. The 2004 model added 98 more.
A 2011 spike of 81 complaints came from an end-of-cycle wave of transmission and fuel-system issues.
The L405, which replaced it in 2013, looked like a fresh start. It carried supercharged 3.0-liter V6 and 5.0-liter V8 powertrains, an aluminum monocoque chassis, and a clean reset on the BMW-era electrical complexity that had defined the L322.
The L405 went on to generate 834 complaints across ten model years.
The complaint pattern was different. The L322’s signature problem was the transmission. The L405’s signature problem was the steering rack.
The supercharged 5.0-liter V8 generated 144 complaints with 72 of them steering-related. The supercharged 3.0-liter V6 generated 132 complaints with 48 of them steering.
The 2014 and 2015 model years carried a 144-complaint cluster on the V8 alone, with most of the complaints concentrated in 2015.
That is the data the reputation is built on.
The L460, which launched for 2023, is generating complaints at a meaningfully lower rate. Three model years on the road, 59 complaints filed, and the per-year average is approximately 20 across the entire model.
The L405 averaged 83 complaints per year. The L322 averaged 58.
The sample is still small. The L460 has not been on the road long enough to surface the late-cycle failure modes that pulled the L405 average up.
The early-life trajectory is meaningfully cleaner than the L405 trajectory was. That is the dataset a 2026 buyer should weigh against the dinner-party joke.
Generation by Generation: NHTSA Complaint Data
| Generation | Years | Total Complaints | Per-Year Average | Engine Count |
|---|---|---|---|---|
| L460 (current) | 2023-2025 | 59 | ~20 | 4 |
| L405 | 2013-2022 | 834 | ~83 | 15 |
| L322 | 2003-2012 | 581 | ~58 | 1 main |
| P38a / pre-L322 | 2000-2002 | 26 | ~9 | 1 |
| Federal NHTSA complaint data via the TWD Range Rover reliability index. Per-year averages are arithmetic across years on the road and do not normalize for sales volume. |
The L322 number requires context. 576 of the 581 complaints across that generation are filed against the 4.4-liter V8.
The component split tells the story. Transmission complaints account for 211 of those, followed by engine (77), safety systems (61), fuel system (61), and body issues (59).
The early-launch transmission failures defined the generation and the reputation that followed it.
The L405 number requires different context. The complaints are spread across fifteen engine codes because JLR ran multiple powertrains in parallel across the L405’s decade on the road.
The 3.0-liter supercharged V6 in its various tunes generated 240 total complaints across model years 2014 through 2017. The 5.0-liter supercharged V8 in its various codes generated 297 total. The diesel Td6 (which Americans largely cannot buy) added 70. The 2.0-liter PHEV and gas variants added a combined 21.
The L460 simplified the lineup. Four engines, all current at launch or shortly after.
The 3.0-liter I6 mild hybrid (P400). The 4.4-liter twin-turbo V8 in an early BMW-sourced N63 derivative (P530, NHTSA code NC10-P8H). The later V8 in a BMW S68 derivative (P530, code NC11-P8S). The 3.0-liter I6 plug-in hybrid (P550e).
Each carries a clean assignment to its trim and model year range. Complaint normalization is more straightforward than it was for the L405.
L460 (2023-2025): The Current Generation in Detail
| Engine | NHTSA Code | Complaints | By Year (2023 / 2024 / 2025) | Top Component |
|---|---|---|---|---|
| 4.4L twin-turbo V8 (P530, early) | NC10-P8H | 20 | 20 / 0 / 0 | Brakes (10) |
| 4.4L twin-turbo V8 (P530, later S68) | NC11-P8S | 8 | 0 / 7 / 1 | Engine, electrical, interior (3 each) |
| 3.0L turbocharged I-6 mild hybrid (P400) | AJ120P6H | 23 | 14 / 4 / 5 | Brakes (9) |
| 3.0L turbocharged I-6 PHEV (P550e) | AJ120P6 | 6 | 0 / 6 / 0 | Engine, transmission, fuel system (4 each) |
| Unknown | n/a | 2 | 2 / 0 / 0 | Engine, electrical (2 each) |
| Source: NHTSA complaints via TWD reliability index. Counts are absolute and not normalized for sales volume. The V8 sells in lower volumes than the I6. |
Two patterns stand out.
The first is the V8 transition. The 2023 model year V8 used a BMW N63-derived twin-turbo unit (NHTSA code NC10-P8H) and generated 20 complaints in a single model year, with brake-system complaints leading the count at 10. JLR transitioned the V8 to the BMW S68 architecture during 2024 (NHTSA code NC11-P8S). The later V8 has 8 complaints across 2024 and 2025, with a flatter distribution across components. The transition was not announced as a quality response, but the data shows the later unit running cleaner.
The second is the brake-system theme. Across the L460 lineup, brakes are the most-cited component on both the early V8 (10) and the volume I6 (9). The L405’s signature problem was steering. The L460’s open question is brakes, and the complaint summaries describe a mix of brake-feel issues, brake-system warning lights, and Adaptive Cruise Control intervention behavior that NHTSA classifies under brakes.
None of the brake complaints in the L460 dataset describe brake failure. They describe perception and calibration.
The P400 engine on this loaner generated 14 complaints in its launch model year (2023) and dropped to 4 in 2024 and 5 in 2025.
That is the classic launch-year shape. Assembly-line debugging cleans up in year two, and the engineering team carries a quarterly running list of small fixes that ship through TSBs and dealer-visit software updates.
Seven days behind the wheel produced no mechanical concerns. The friction was Pivi Pro and the ADAS calibration, both software and not engine.
The Same Engine, Two Generations
The Ingenium 3.0-liter inline-six with 395 horsepower is the longitudinal experiment. JLR introduced it to the L405 in 2020 and carried it into the L460 in 2023.
Same engine family, same output, same NHTSA decode. AJ120P6 in the L405, AJ120P6H in the L460, identical mechanical architecture. The two generations share the engine but not the chassis, transmission packaging, or interior electronics.
Year-by-year complaint counts on this engine are the cleanest data point in the entire Range Rover dataset.
| Generation | 2020 | 2021 | 2022 | 2023 | 2024 | 2025 |
|---|---|---|---|---|---|---|
| L405 (P400 AJ120P6) | 12 | 12 | 2 | n/a | n/a | n/a |
| L460 (P400 AJ120P6H) | n/a | n/a | n/a | 14 | 4 | 5 |
| Source: NHTSA complaints, same engine family across both chassis. The launch-year shape repeats on both generations. |
The L405 launch year for the engine was 2020 (12 complaints) and the L460 launch year for the engine was 2023 (14 complaints). Both generations show a sharp drop in the second model year and a stable low rate after.
The shape is consistent enough that the L460’s 2026 model year will likely produce single-digit complaints on the same engine.
That is a meaningful finding for a buyer trying to decide between a used 2021 P400 and a new 2026 P400. The engine itself is the same machine.
The L460 packages it in a more refined chassis with better software. Both chassis have moved past their launch-year complaint clusters.
What Owners Actually Complain About
NHTSA complaints carry a component classification, and the component split reveals what owners are filing rather than what the marketing claims address.
The L322 complaint profile is dominated by transmission. 211 of the 576 complaints on the 4.4-liter V8 are transmission-related, and the remainder distribute across engine (77), safety systems (61), fuel system (61), body (59), electrical (52), brakes (44), and suspension (44).
This is the era of the BMW-sourced powertrain and the long-running 4.4 Jaguar V8 that succeeded it. Transmission shudder, harsh shifts, and complete transmission failures define the cluster.
The L405 complaint profile shifts. The supercharged V6 and V8 generate dense steering-component clusters. Steering accounts for 72 of 144 complaints on the high-volume V8, and 48 of 132 on the high-volume V6.
Suspension comes second on most engines, electrical third, body and engine fourth. The L405 was the generation where air suspension matured into a known-failure category, and the complaint pattern reflects it.
The L460 has moved the failure cluster to brakes. The P400 inline-six’s largest component category is brakes (9 complaints out of 23 total). The early V8’s largest is also brakes (10 out of 20).
Suspension complaints are smaller across the lineup. The air suspension hardware has matured.
The brake-complaint summaries on the L460 are not failure stories. They describe sensitivity to wear on the performance brake hardware, warning-light behavior, and integration with Adaptive Cruise Control intervention. JLR’s response pattern on these has been TSB-driven software calibrations rather than hardware recalls.
None of that is a clean bill of health. It is a different complaint profile from the prior two generations, with the failure surface area moved from transmission (L322) to steering (L405) to brake calibration (L460).
A buyer evaluating long-term reliability should weight current-generation failure categories more heavily than prior-generation reputation.
Recalls: 12 Campaigns Since 2023
NHTSA complaint counts are one half of the reliability picture. Federal recall campaigns are the other. The L460 has been the subject of twelve unique recall campaigns since launch.
| Campaign | Date | Component | Issue (Summary) |
|---|---|---|---|
| 26V097 | Feb 2026 | Sunroof trim | Panoramic sunroof side trim may detach. Road-hazard risk. |
| 24V947 | Dec 2024 | Rearview camera | Water ingress causes camera image to fail or distort on 2022-2023 models. |
| 24V678 | Sep 2024 | Rearview camera | Near Field Sensing Module overheat disables camera display on 2024 models. |
| 24V450 | Jun 2024 | Oil filter housing | Filter housing can crack and leak oil. Fire risk. |
| 24V380 | May 2024 | Clutch / transmission | Transmission oil pressure drop can shift clutch to neutral. Loss of drive. |
| 23V872 | Dec 2023 | Body bonding | Body panels not bonded properly. Structural integrity risk. |
| 23V790 | Nov 2023 | Oil cooler hoses | Engine-mounted oil cooler hoses may not be secured. Oil leak risk. |
| 23V394 | Jun 2023 | Taillights | Rear taillight link may be damaged, lights fail to illuminate. |
| 23V324 | May 2023 | Armrest latch | 2nd-row armrest storage compartment latch may fail. |
| 23V252 | Apr 2023 | 2nd-row seat frame | Insufficiently welded left seat frame on 7-seat configuration. |
| 23V222 | Mar 2023 | Turbo oil drain | Gasket on turbo oil drain pipe may be missing. Fire risk (single vehicle). |
| 23V044 | Feb 2023 | Cam carrier oil channel | Engine cam carrier oil channel blocked. Oil leak and fire risk. |
| Federal NHTSA recall data, 2023 to February 2026. Some campaigns affect multiple Land Rover models; only L460 Range Rover applicability shown. Source: NHTSA Recalls API. |
Four of the twelve are oil-leak and fire-risk campaigns: 23V044 (cam carrier), 23V222 (turbo oil drain, single vehicle), 23V790 (oil cooler hoses), and 24V450 (oil filter housing crack). The pattern is hardware assembly and supplier quality, not engine architecture.
Each campaign carries a dealer-replacement remedy and the affected fleet sizes are not catastrophic. Four oil-related fire-risk campaigns in twenty-four months is a quality-control story JLR has not adequately addressed in any of their public communications.
Two campaigns are rearview camera failures. 24V947 covers 2022-2023 vehicles for water entering the camera housing. 24V678 covers 2024 vehicles where the Near Field Sensing Module overheats and disables the display. The functional impact is the same in both cases.
The camera is not optional equipment on a 2026 Range Rover. It is the primary visual reference for rear maneuvering on a vehicle of this size, and both campaigns describe complete display failure.
The remaining campaigns cover body-panel bonding (23V872, structural integrity), clutch oil pressure (24V380, loss of drive), seat-frame welding (23V252, 7-seat configuration), armrest latch (23V324, low severity), taillight wiring (23V394), and the most recent campaign covering the panoramic sunroof trim (26V097, February 2026).
A 2026 buyer reads the recall list two ways.
The optimistic read is that twelve campaigns across three model years on a complex vehicle, all with assigned remedies and most addressed at the dealer level, is not far from segment norms.
The pessimistic read is that the recall pattern surfaces hardware quality-control issues that the complaint database does not fully capture. Four oil-leak-related fire-risk campaigns is a category weighted differently than a taillight wiring complaint.
The honest pickup for the buyer is that the recall list belongs in the spreadsheet next to the maintenance schedule, not on the dinner-party joke shelf.
Reliability vs the Cross-Shop
The cross-shop set for a 2026 Range Rover at the $115,000 to $135,000 price point includes the Mercedes-Benz GLS, the BMW X7, the Porsche Cayenne, the Cadillac Escalade Premium Luxury, and the Lexus LX 600. The Mercedes-Benz G-Class sits adjacent at higher pricing.
Lexus is the universal benchmark. The LX 600 inherits Toyota Land Cruiser mechanical lineage, runs the same 3.4-liter twin-turbo V6 as the 300-series Land Cruiser, and is built on a body-on-frame chassis that trades on-road refinement for long-term durability.
Lexus reliability ratings consistently lead the luxury-SUV segment. The LX 600 specifically has produced complaint counts well below the L460 trajectory at the equivalent point.
The G-Class is a mixed-record cross-shop. Its mechanical reliability has historically tracked at or above the Range Rover, but the cost of repair when something does go wrong is higher and parts availability is uneven.
The G-Class also runs a higher depreciation floor than the Range Rover. Long-term ownership math favors the G-Class on resale and works against it on initial out-of-pocket.
The Cayenne sits mid-pack on reliability. Porsche’s repair costs are competitive with the Range Rover’s, and the parts network is denser. The Cayenne does not have the air-suspension complaint history that defined the L405, but Porsche’s PDK transmission has its own service requirements.
The Mercedes GLS is the closest cross-shop on reliability profile. Mercedes shares the Range Rover’s pattern of high-feature-content cabins, complex electronics, and air suspension as standard equipment on the relevant trims.
The GLS produces a complaint pattern that resembles the L460 more than it resembles the LX 600.
The BMW X7 is a step quieter on complaint volume than the Range Rover but ahead of the Lexus LX in service-cost expectation. The X7 buyer who values driving character over off-road capability gets a more reliable vehicle than the Range Rover at the same price tier.
Range Rover’s place in this set is not at the top and not at the bottom. The L460 is competitive with Mercedes GLS reliability and ahead of the L405 era pattern that defined the segment perception.
The L460 is meaningfully behind the Lexus LX 600 on long-term reliability expectation. A buyer whose top priority is decade-plus durability should cross-shop the Lexus first.
Warranty and Ownership Cost Framing
The Range Rover warranty is the standard JLR coverage: 4 years or 50,000 miles bumper-to-bumper, plus 4 years or 50,000 miles powertrain. Service intervals on the 2026 SE SWB run 24 months or roughly 21,000 miles per the build sheet on this loaner.
JLR offers extended warranty plans that lengthen coverage to 6, 7, or 8 years total, with mileage caps and deductibles. The extended-warranty math on a Range Rover lands differently than it does on a Toyota.
On a Toyota Land Cruiser or Lexus LX 600, the extended warranty rarely earns its premium. The failure rate of major components is low and the service network is dense.
The owner who skips the extended warranty saves the premium with high confidence that the savings will not be erased by a single repair.
On a Range Rover, the same math works the other way.
The complexity of the air suspension, the electrical architecture, the turbocharged engines, and the infotainment electronics produces a failure-rate distribution where a single major repair past the factory warranty often exceeds the extended-warranty premium by a meaningful margin.
JLR’s extended plan covers air suspension components, infotainment, electronics, and powertrain. The math favors the owner who keeps the SUV more than five years.
The buyer who plans to lease for three years has the simplest equation. Reliability is JLR’s problem under warranty; the factory coverage runs through the full lease term, and the lease return resets the relationship. For this buyer, complaint counts and recall campaigns are background noise.
The buyer who plans to keep five to seven years should budget approximately $1,000 to $1,500 per year in scheduled maintenance once warranty expires, plus a contingency reserve of $3,000 to $5,000 for unscheduled repair.
Extended warranty is strongly recommended. The L460 complaint trajectory suggests the buy is reasonable on data.
The buyer who plans to keep ten years or longer should cross-shop the Lexus LX 600 seriously before committing to the Range Rover.
The L460 data is too fresh to project that far out. The segment’s historical pattern is that decade-plus Range Rover ownership trends toward the kind of repair-bill stories that built the reputation in the first place.
Verdict: Three Buyer Profiles
Three-year leaser. Reliability concern is largely structural. Factory warranty covers the lease term, the air suspension is JLR’s problem, and the lease return resets the relationship. The L460 complaint trajectory supports the purchase. Buy without reservation on reliability grounds.
Five to seven year owner. Extended warranty strongly recommended. Budget $1,000 to $1,500 per year in scheduled maintenance plus $3,000 to $5,000 contingency for the post-warranty window.
The P400 inline-six is the more durable engine choice in the current lineup. The later S68 V8 is acceptable but newer. The L460 data trajectory says the buy is reasonable.
Ten-plus year owner. Cross-shop the Lexus LX 600 before committing. The L460 dataset is too young to project that far, and the segment’s historical pattern argues for the more conservative powertrain. A 2026 Range Rover is a reasonable ten-year buy; an LX 600 is a more conservative one.
Across all three profiles, the recall list belongs in the maintenance schedule rather than the joke folder. The four oil-leak-related campaigns are the ones to verify dealer-completion on at any used purchase, and the rearview camera campaigns are the ones to test on any test drive.
The dinner-party joke is twenty years old.
The 2026 Range Rover is not the L322 or the early L405. The federal data says so. The reputation has not yet caught up.
Bottom Line
The L460 generates roughly one-quarter the per-year complaint rate the L405 produced, and the same engine carried across both chassis shows the same declining-launch-year shape on both.
The reputation is real but it belongs to the L322 and the early L405. The current Range Rover is not that SUV.
Twelve recall campaigns across three model years is the open quality-control story, with four oil-leak-related fire-risk campaigns the most consequential cluster.
Hardware assembly remains an area where JLR has work to do. The rearview camera failures matter to a buyer who depends on the surround-camera suite for daily maneuvering.
Buy the SE SWB P400 if you lease for three years or keep for five to seven years with extended warranty in hand. Cross-shop the Lexus LX 600 if your ownership horizon runs past ten years.
Skip the early 2023 V8 in the used market. The later S68 V8 is the cleaner data point. The Range Rover is a more reliable SUV in 2026 than it has ever been. It is not yet a Lexus.
Frequently Asked Questions
Is the 2026 Range Rover reliable?
The current-generation L460 (2023-2025) has 59 NHTSA complaints across three model years, a per-year rate roughly one-quarter of what the L405 generation produced over its decade on the road.
The L460 trajectory is meaningfully better than the model’s historical reputation suggests. The engine common to both generations shows the same declining-launch-year shape on both chassis. Sample sizes mature over time, but early-life data supports the purchase.
What is the most reliable Range Rover engine?
In the L460 lineup, the 3.0L turbocharged inline-six mild hybrid (P400) is the volume engine with 23 complaints across three model years, dropping from 14 in 2023 to 4 in 2024 and 5 in 2025. A dedicated P400 versus P530 comparison covers powertrain trade-offs in detail.
The later BMW S68-derived 4.4L twin-turbo V8 has 8 complaints across 2024-2025 and runs cleaner than the early 2023 V8 with the BMW N63-derived unit. The plug-in P550e has a 6-complaint dataset too small to draw firm conclusions.
Are Range Rovers expensive to maintain?
Plan for $1,000 to $1,500 per year in scheduled maintenance once the 4-year, 50,000-mile factory warranty expires, plus a contingency reserve of $3,000 to $5,000 for unscheduled repair across the five-to-seven year ownership window. Major service intervals are 24 months or roughly 21,000 miles per the JLR maintenance schedule. Extended warranty is recommended for owners keeping the SUV past four years.
How long do Range Rovers last?
A well-maintained Range Rover commonly runs 150,000 miles, and outliers reach 200,000 with disciplined maintenance.
The complexity of the air suspension, electrical systems, and turbocharged engines means maintenance adherence matters more than on a body-on-frame competitor. A neglected Range Rover hits its first major repair early. A maintained one outlasts the warranty by a comfortable margin.
Is the new Range Rover better than the older ones for reliability?
Per the NHTSA complaint trajectory, yes. The L460 is generating complaints at approximately one-quarter the per-year rate the L405 did at the equivalent point in its lifecycle, and the L405 itself was an improvement over the L322’s launch-year transmission-failure cluster. The component split has shifted from transmission (L322) to steering (L405) to brake calibration (L460), and each generation has cleaned up the prior generation’s signature problem.
What is the worst year for Range Rover reliability?
Within the L322 generation, the 2003 model year produced 127 complaints in its launch year alone, with the BMW-sourced 4.4-liter V8 transmission accounting for the bulk.
Within the L405, the 2015 model year clustered 120 complaints on the 5.0-liter supercharged V8 alone, with steering as the dominant component category. The L460 launch year (2023) shows the typical launch-year shape on the V8 (20 complaints) and the I6 (14), with both engines stabilizing in 2024.
Are Range Rover air suspension failures still common?
Air suspension complaints defined the L322 and the early L405 reliability narrative. Hardware has been revised across both generations, and the L460 has a meaningfully smaller suspension-related complaint footprint in the federal data. The P400 inline-six in the L460 has zero suspension complaints in the current dataset. The early V8 has 4. Owners reporting air suspension failures today are predominantly L322 and early L405 vehicles.
Should I buy a used Range Rover or a new one?
A used 2023+ L460 is the strongest used proposition in the lineup, particularly with manufacturer Certified Pre-Owned warranty extension. The L405 (2013-2022) is past factory warranty for most model years and inherits the higher-complaint pattern that defined the generation.
A new 2026 Range Rover benefits from full factory warranty coverage on a complex SUV. The extended-warranty math works in the buyer’s favor.
Does the Range Rover have a reliability rating from Consumer Reports?
Consumer Reports has historically rated Range Rover reliability below segment average, with methodology based on owner-survey data.
NHTSA complaint counts are a separate dataset that captures different problems. The federal data is mandatory reporting on safety-related issues, while CR’s survey captures the breadth of owner-reported reliability concerns.
The TWD reliability index uses the federal NHTSA dataset. Engine-level and year-level breakdowns the CR rating does not surface are available there.
Where can I see Range Rover reliability data by engine and year?
The Weekly Driver’s Range Rover reliability index presents NHTSA complaint counts by engine code, model year, and component category. Cross-links to the L460, L405, and L322 generation-specific pages let a buyer compare a specific used-market candidate against the broader dataset. The full reliability index covers 1.5 million federal complaints across the US-market fleet at theweeklydriver.com/reliability.
The current-generation Range Rover observations here were informed by a 2026 Range Rover SE SWB P400 press fleet vehicle. Land Rover provided the vehicle for this review with a full tank of gas. Federal NHTSA complaint and recall data is sourced from the National Highway Traffic Safety Administration via The Weekly Driver’s reliability tooling. Full data available at JLR’s official Range Rover page and the TWD Range Rover reliability index.
Article Last Updated: May 13, 2026.